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HANSA 08-2018

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Schiffstechnik | Ship

Schiffstechnik | Ship Technology Less M&A, more fine tuning for classes? With an eye on the major trends, the classification societies focus concrete projects, research and customer orientation. Bigger M & A upheavals are not high on the agenda. The annual HANSA report by Michael Meyer Schiffstechnik | Ship Technology Milestones and major changes for classes Classification societies and their global association IACS look back at a busy year. However, the future brings more challenges as the industry sees rapid technological and regulatory changes A t the global level, the IACS Chairmanship on 1 July ’17 was passed on from Sun Licheng, President of China Classification Society (CCS) to Knut Ørbeck-Nilssen, CEO Maritime, DNV GL. Reflecting on his year in office, Sun stated, »Collectively, the IACS members have accomplished a range of initiatives including signing an historic agreement with the IMO, achieving full GBS (Goalbased Ship Constrution Standards for Bulk Carriers and Oil Tankers) compliance, promoting work on cyber safety and innovative survey techniques.« As well, IACS celebrated the 25 th anniversary of its Quality System Certification Scheme (QSCS). regulatory regime continues to evolve and expand, IACS works [ .] to ensure that the necessary legislative framework is underpinned and enhanced by class rules that allow for its practical implementation.« »We firmly believe that the global industry should be subject to global regulation as developed by the IMO. When working with other stakeholders, IACS encourages the development of proposals that are global in scope and capable of uniform application,« Ashdown adds. The emphasis on customer orientation, rediscovered in the crisis years, is still considered an essential resource. Though many and profound changes are expected in shipping, this is not necessarily true for »own« competition. With regard to the technologies of the present and the near future, the classes rate LNG as the most advanced. In other segments, widespread implementation apparently still lacks marketability (batteries) and specific regulatory framework conditions (autonomous shipping). All this is clearly reflected in the statements made to HANSA. For our annual report, the most relevant classes share their views and name challenges as well as chances and concrete reservations. While a year ago the classes were still hearing a lot about »milestones« and »major changes«, today it seems that they are more concerned with relatively detailed tasks and concrete projects. There are many reasons for this: With the postponement of the Ballast Water Convention and, above all, the recent climate decisions of the IMO, two major milestones have been passed. Even the much-cited digitization is less discussed as a phenomenon in itself. Rather, the transformation is in full swing – it’s about E-Certification, Process Optimization, Digital Twins, Remote Control and much more. The same applies to the second dominant topic: alternative drive technologies. After years of, above all, a fundamental debate about meaning and nonsense, the number of concrete LNG projects is steadily increasing. The gas propulsion is the most advanced for »global« use. It is not surprising that the classes call for further options, e.g. batteries. However, according to a widespread opinion, work must continue on technology and regulation. Concrete, global and realistic requirements are important and necessary. Regulation also appears to be a major stumbling block for the industry to implement autonomous or at least remote-controlled projects. Last but not least, we asked stakeholders for their views on consolidating their Actions have been taken to update the current documents and recommendations in relation to application of new testing technology, such as non-destructive testing (NDT) and Remote Inspection Techniques (RIT), for example, drones, Remotely Operated Vehicles and climbers. Robert Ashdown, IACS Secretary General, puts an emphasis on the globa level as preferred arena of regulation: »As the shipping’s Top 8 in terms of number of vessels DNV GL ClassNK BV ABS LR CCS RINA KR 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 Oil Tanker Bulker General Cargo Special Non-Cargo 58 HANSA International Maritime Journal – 154. Jahrgang – 2017 – Nr. 8 The current »ho topic«, cyber safety, is also high on the association’s agenda. Last year already, a new panel started work. »For IACS, cyber safety is now just as much a part of the fundamentals of maritime safety as the hull or machinery systems,« it says in its annual review. For the following section, HANSA has asked the top 8 classification societies and their executive representatives to provide statements on their businesses, plans and expectations for the market and upcoming topics. MM Top 8 in terms of gross tonnes (GT) 0 50 100 150 200 250 300 own market. It becomes clear that most of the big classifications deal with growth, but in different ways – which may also be related to the different set-ups and the different embedding in state-official structures. »Internal« (within sector) acquisitions do not seem to be an option right now. Class societies rather want to continue to optimize their own portfolios, be it through intensified research or the takeover of, or cooperation with, external specialist providers within or outside of the »classic« maritime industry. DNV GL ClassNK ABS LR BV CCS KR RINA Oil Tanker Bulker General Cargo Special Non-Cargo Ausgabe HANSA 08-2017.indb 58 24.07.17 17:00 The last survey of 2017 Source: Clarksons/HANSA Source: HANSA Top 8 in terms of number of vessels 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 Top 8 in terms of gross tonnes (GT) 0 50 100 150 200 250 300 DNV GL DNV GL ClassNK ClassNK BV ABS ABS LR LR BV CCS RINA KR Oil Tanker Bulker General Cargo Special Non-Cargo CCS KR RINA Oil Tanker Bulker General Cargo Special Non-Cargo Source: Clarksons/Hansa 54 HANSA International Maritime Journal – 155. Jahrgang – 2018 – Nr. 8

» Because ABS is focussed on the marine, offshore and government market sectors and also across all the segments within these markets, we have been less affected by the trends that have pushed consolidation among other class societies. Class has evolved substantially from a process of approvals to one of safely enabling innovation and the adoption of new technologies. That means delivering new services in new ways and not all class societies will be able to adapt to this new business model. It is possible that other classification societies may seek consolidation as a means of simply keeping up with the technology and service developments. We know that even before the IMO’s 2020 sulfur cap comes into force, work will begin on the candidate measures to be adopted under the recent agreement to set carbon emission reduction targets. This work is expected to be a major challenge for the industry, as to achieve the necessary reductions will require the development, regulation and adoption of new and as yet untested. If we accept that the internal combustion engine will still be required to provide the majority of the propulsive power for the foreseeable future, then alternatives such as LNG, LPG, Methanol and Ethanol will continue »Class has evolved substantially. That means delivering new services in new ways and not all class societies will be able to adapt to this new business model« Jamie Smith, Chief Business Development Officer, ABS Photo: ABS to increase their market share as new power sources such as Hydrogen and batteries come onstream. LNG as fuel has proven its business case from a technology point of view but there are questions as to its long term suitability for meeting carbon emission reduction targets. It is likely that owners will consider LNG for at least another cycle of newbuildings but that over time, alternatives may begin to be favoured for compliance reasons. The use of batteries is growing Schiffstechnik | Ship Technology quickly. We are likely to see adoption increase for auxiliary applications on large vessels, as well as for primary propulsion on smaller craft. The question of remote control/autonomous shipping is one of the most widely-discussed and arguably least well understood topics in the industry. We see a growing interest in adopting automation onboard ship, with autonomous and software integrated systems increasingly used to help improve the reliability and uptime of ship systems. With greater connectivity, comes increased cyber risk – in both Operational and Information Technology – so part of ABS’s mission is to address this risk through our ABS CyberSafety programs and research. What is often overlooked in this conversation is that the economics of a single-cargo, point-to-point shortsea route using a purpose-built ship are nothing like the Asia-Europe container trade or the tramp markets that make up the majority of shipping demand. The technology to support greater vessel autonomy such as AI and enhanced tools for situational awareness are finding their place « in shipping, but the need for a regulatory framework, and not least, proven market demand, will impact the speed of adoption of autonomous ships. THE CUSTOMIZERS Meet us at SMM 2018 Hall B5, Stand 231 + AIR CONDITIONING + CBRN PROTECTION + REFRIGERATION + SERVICE 24/7 + FIRE FIGHTING + PIPING GET THE TECHNOLOGY. + ELECTRICAL ENGINEERING GET THE TECHNOLOGY. becomes GET THE TECHNOLOGY. becomes www.noske-kaeser.com www.engie-axima.fr becomes NOK-18-00040 Anzeige_HansaJournal_SMM_181x86mm_RZ.indd 1 20.07.18 16:07 HANSA International Maritime Journal – 155. Jahrgang – 2018 – Nr. 8 55

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